Carbureter.



L. JORET.

CARBURETER.

APPLICATION FILED JULY 23.1914.

Patented Mar. 12, 1918.

3 SHEETS-SHEET I.

L. l. 10m-1T.

CARBURETER. APPLICATION FILED .IULY 23,1914.

1,259, 105 Patented Mar. 12, 1918.

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Laon a Jenna", oF rams, FRANCE, Assrenon To SOCIT H. eunianoune Jonnr a CIE., or PARIS, FRANCE.

Cannunn'rgnn.

To all 'whom t may concern Be it known that l, LCN JEAN JORET, of 71 Rue du Moulin Vert, in the city of Paris, Republic of France, have invented Improvements in Carbureters, of which the following is a full, clear, and exact description.

In ordinary carbureters the fuel provided by the sprayingnozzle is generally only drawn along by the current of air sucked in; now, by reason of the great speeds required from present motors (2,000 to 3,000 revolutions per minute), it isl necessary to admit in the same time, a very large volume of air, and consequently, to give to the air inlet orifice, a relatively large diameter; but this orifice of large diameter involves an inconvenience when the motor is running without load at a slow speed (200 revolutions for example), the throttle valve being almost completely closed, because the speed of the air is so much reduced that the fuel which finds its way into the apparatus and which, in consequence of the low speed of this air, has not been atomized, can no longer be regularly sucked in.

rhis inconvenience is so much the greater in ordinary carbureters having a vertical axis, by reason of the effects of the weight `which opposes the ascending motion of the fuel.

This results in accumulations of fuel above -the throttle valve, and at the time of the sudden openings of this latter, it sometimes happens that this excess of non-atomized fuel is drawn in bodily by the current of air which, at this moment, is moving with great speed, and there follows from thisv an unequal carburation, which frequently sets up a series of misfires and even the stoppage of the motor.

The present invention relates to an arrangement of carbureter having for its object to remedy this inconvenience.

-This arrangement of carbureter is combined in such manner as to utilize the eiiect of weight to contribute to bring the fuel which would not have been volatilized at itsV exit from the spraying nozzle, to a convenientl y chosen point where the air sucked in by the motor under a low depression, will be obliged to pass when the throttle valve is slightly opened, in such manner that .this fuel is immediately atomized by the very rapid passage of this air.

Specification of Letters Patent.

Patented Mar. i12, 11918.

Application led July 23, 1914. Serial No. $52,634.

The accompanying drawing represents, by way of example, the present arrangement of carbureter.

Figure l represents, in vertical section, a mode of construction of the lpresent carbureter, having only one spraying nozzle, ,the

-throttle valve being in its closed position.

QF ig. 2 represents it in the case in which the throttle valve is slightly opened.

'Fig-3 represents the present arrangement of carbureter with additional air inlet.

Figs. 4: to 8 show a carbureter constructed according to the present invention, having two spraying nozzles.

Fig. 4 is a vertical section drawn on the line A-B of Fig. 5; Fig. 5 is a horizontal section drawn on the broken line C-D of Fig. 4; Fig. 6 is a vertical transverse section drawn on'the line E-F of Fig. 5; Fig. 7 is a vertical section drawn on the line (lr-B of Fig. 5; Fig. 8 is a detail view showing, in plan, the plug of the throttle valve.

As shown at Fig. 1, the present arrangement of carbureter comprises a carbureting chamber a, of conical form and inclined to the horizontal to such an angle that, even when applied to avehicle, if the apparatus takes a great inclination consequent on the profile of the road, the fuel furnished by the spraying nozzle b and not atomized, Hows always by the simple effect of weight, following the line of greatest incline toward the throttle valve interposed in this inclined carbureting chamber.

This throttle valve opens at its lower part, as seen in the drawing and comprises a plug c, which has an interior conical channel c1,

the generating lines of which merge with those of the carbureting chamber a when the valve is fully open.

By reason of the conicity of the channel c1 of the valve plug c, the orifice of this plug, which is toward the motor, has a greater diameter than that of the orifice' situated toward the spraying nozzle consequently, when the valve is simply lightly opened toward the spraying nozzle, it presents a larger opening toward the motor, 1n these conditions there eXists in the interior of the valve plug, as will be seen later on, a depression about equal to that of the suction pipe.

The valve plug c is further provided with a small groove c2, arranged so as to establish a permanent communication between the lowest point of the valve body and Ithe suction tubing leading to the-motor; there can thus be no accumulation of fuel in the existing in the suction tube leading to the motor; P1 and P2 lthe intermediary depressions existing, respectively, in the part of the carbureting chamber situated immediately in front of the throttle valve, and in the interior of the plug cof the latter.

For starting, the throttle valve is slightly opened, so as to create in the carbureting chamber a depression P1 suilicient for the sucking up of the fuel necessary for feeding the motor.

At this moment the speed of the air, as has been above stated, is too small to suitably atomize the fuel, a part of which falls back into the carbureting chamber land Hows along the line of greatest incline toward the throttle valve.

. At the time of slow working the depression P1 is little different from the atmospheric pressure, and the depression P2 is about equallto the depression P3, but there exists, on the contrary, between P1 and P2, a diference' "of depression which attains about of an atmosphere; under the influence of this depression, the air passing through the slightly open throttle valve, at a speed of about 100 meters per second, produces an atomization of the non-volatil# ized fuel which has iowed away, as has been above stated. Further, the atomized fuel entering the channel C1 of the valve plug in a medium of small depression, volatilizes almost immediately.

If a small quantity of fuel resisting atomization and volatilization just above mentioned, falls to the lower part 4of the throttle valve body, this fuel under the effect of the difference of the depressions P2 and P8,

is immediately sucked up, and at the same time broken up and atomlzed again, by the effect of the current of air through, the groove c2, and inally atomized on 1ts arrival in the suction tube leading to the motor.

The atomization of the fuel is effected,

therefore, by the present arrangement, in the form of a cascade, as shown in Fig. Q.

When progressively opening the valve to pass from slow speed` to normal workin the difference between the depressions 1 and P2V continues to diminish; on the con-v trary the difference between the depression P1 and atmospheric pressure P increases;

the speed of the air in the region of the.

nasales mouth o f the spraying nozzle, therefore accelerates, and there follows from this `a more perfect atomization of the fuel which leaves the latter. There is, therefore, no longer so much need of complementary atomizations capable of beingproduced, as has been above said, in the interior of the valve and immediately at the outlet of the same; nevertheless, these complementary atomizations preserve their effect just to the moment when the valve is completely opened and when the atomization around the spraying nozzle is accomplished in a complete manner.

Flg. 3 shows the present arrangement of;

carbureter combined in such manner as to l comprise an additional air inlet.

The carbureter comprlses 1n this case,

two concentric carbureting chambers, an interior chamber a1,.into which the spraying nozzle hopens, and an exterior chamber a1 which carries the additional air intake e and upon which is interposed the throttle valve. The additional air intake e will be of any suitable type, either with one or several valves, ball or other valves.

A space is reserved between the t-wo chambers a1, a2 for the passage of the air' admitted lby the addltional air inlet. The

axis of the two chambers a1 a2 is inclined so that the fuel issuing from the spraying nozzle b, and which has not `been atomized and -volatilized, ows, at first, the-length of the chamber a1, then falls onto thev lower side of the chamber a2, and is thus conducted to the throttle valve; the volatilization of this fuel is produced in the above described conditions.

Figs. 4 to 8v show the application of the present invention toa double carbureter.

vIn this mode of construction the main carbureter is constituted, in principle, as has already been described;V to this main carbureter is added a secondary carbureter arranged in the following manner:

The body of the ,apparatus has a conduit f (Fig. 7) which opens at one end into the atmosphere and at the other end into the throttle valve body through the orifice f1,. this conduit f constitutes the carbureting chamber of the secondary carbureter. Into this carburetin chamber f enters a spraying nozzle b2, ed, like the spraying nozzle b1 of the main carbureter, by the constant level reservoir d.

The plug c of the throttle valve has a small conduitaa for the pur ose of establishing communication of the chamber f of the secondary carbureter with the interior channel `c1 of the said plug, and a notch c* for the purpose of facilitating the assage from the small to'the large carureter. l

This conduit c? is larranged in such manner as touncover, in the position corre- Lasagna sponding to the slow speed, only a small part of the orifice f1 of the secondary carbureter (Fig.Y 7). I

When the plug c is rotated in the direction of the arrow represented in Figs. 4 and 7, to pass from slow speed to normal working, the main carbureter is, at first, held closed, and the plug c uncovers the orifice f1; the free section of passage from the secondary carbureter thus increases considerably, in such manner that the latter, which is furnished with no arrangement of correction, compensation or automatic regulation, sends into the admission conduit to the motor, a very rich carbureted mixture which, at the time of the progressive opening of the main carbureter, and thanks to the notch c4, carburetes the air, or the air too slightly carbureted furnished by the latter at the commencement of its opening, and thus strengthens the Carburation of said air up to the moment when the main carbureter has attained its normal working; in these conditions the passage from slow working to normal working is effected without too sensible impoverishment of the carbureted mixture, and consequently without"risk of stopping the motor.

When the motor works at its normal speeds, the rotation of the plug c is completed; the secondary carbureter is thus placed out of operation and the main carbureter works alone.

The notch c4 may be more or less prolonged so as to permit of keeping in operation, during a longer or shorter time, by means of the plug c, simultaneously or not, the two carbureters.

When the plug c is rotated in the reverse direction to that of the arrow represented at Figs. l and 7, this plug closes at the same time, the main carbureter and the sec. ondary carbureter, and thus enables all consumption of fuel to be avoided when a vehicle. descends a hill by the action -of its weight.

This special arrangement of control enabling the two carbureters to be successively' or simultaneously placed rin operation in the above described conditions, can also be applied to all arrangements of carbureters, vertical oriolhel'wise. l

It is well understood that the modes of construction above described are only given by way ot example and that the forms, di-

- mensions and details of construction of the present arrangement or" carbureter may be modified without changingthe principle of the invention.

Claims:

1. In a carbureter, an inclined carbureting chamber, a spraying nozzle projecting into the chamber, and a throttling plug valve at one end of the said chamber and having a conical channel, the smaller end of which is toward the spraying nozzle and the larger end toward the motor.

2. ln a carbureter, an inclined Carburation chamber,-a throttling valve arranged on the latter, the interior channel of the plug of the valve being inclined so that said valve opens at its lower part toward the Carburation chamber and being conical so as to provide a larger section of opening toward the motor than toward the spraying nozzle,a small groove provided on a part of the periphery ofthe valve plug toward the motor and adapted to establish a constant communication between the lowest point of the valve and the suction tube of the motor.

3. In a carbureter, a main carbureter having an inclined carburation chamber,-a secondary carbureter having also an inclined Carburation chamber,-a throttle valve in which end the said Carburation chambers,- a small conduit provided in the plug of the valve, opening on the one hand in the inner channel of said plug and, on the other hand, at the periphery of this plug through an orifice adapted 'to uncover, in the position of the plug corresponding to slow speed, but a fraction of the oriice of the secondary carburation chamber, and to completely uncover said orifice when the plug is turned for putting the main carbureter into operation,-a notch provided on the periphery of the plug of the throttle valve at the point where opens the said small conduit and adapted to maintain in operation the secondary` carbureter during a certain time when the plug of the throttle valve is turned for putting the main carbureter into operation,-and a slot provided on a part of the periphery ot the plug toward the motor and adapted to establish a constant communication between the lowest point of the throttle valve and the suction tube of the motor.

The foregoing specification of my improvements in carbureters signed by me this ninth day of July, 1914.

LEON JEAN JORE'l. Witnesses:

DE WITT C. POOLE, Jr.,

REN THIRIOT. 

